malloby



Jan. 28, 1930. H. c. MALLORY FUEL FEEDING SYSTEM FOR INTERNAL COMBUSTIONENGINES Filed F915; 4, 1922 [N VENTOR fill/44am 7 var A TTORNE YPatented Jan. 28, 1930 PATENT OFFICE HARRY C. MALLORY, OF NEW YORK, N.Y.;

SUE B. MALLORY ADMINISTRATRIX F SAID HARRY C. MALLORY, DECEASEDFUEL-FEEDING SYSTEM FOR INTERNAL-COMBUSTION ENGINES Application filedFebruary 4, 1922. Serial No. 534,040.

The general object of my present invention is to provide improved meansfor feeding fuel to the intake of an internal combustion engine. Myinvention is particularly adapted for use on an automobile driven by aninternal combustion engine and having its main fuel oil supply tank orreservoir located at a lower level than the engine intake or carburetorsupply tank. My invention comprises what may be called a thermal pumpwhich is located in a conduit or feed line leading from the fuel oilreservoir to the engine intake and in which the fuel oil is heated toconvert all or a portion of the oil discharged by the pump into vaporand thereby set up a flow of oil vapor or of oil and vapor mixture fromthe pump to the engine intake. Advantageously the heat necessary for theoperation of the pump may be waste heat from the engine. For example, itmay be heat derived from the fluid circulating in the engine coolingsystem, or, as I consider preferable in ordinary practice, it may befurnished by the engine exhaust gases. Preferably a supplementaryheating means is provided for suppling heat to the pump when the engineis idle or the available supply of waste heat is insufficient in amount.

The various features of novelty which characterize my invention arepointed out with particularity in the claims annexed to and forming apart of this specification. For a better understanding of the invention,however, and its advantages, reference should 35 be had to theaccompanying drawings and descriptive matter in which I have illustratedand described a preferred embodiment of the invention.

Of the drawings:

Fig. 1 is a diagrammatic elevation;

Fig. 2 is a sectional elevation of the oil heating and pumping deviceemployed in Fig. 1;.

Fig. 3 is a section on the line 3:3 of Fig. 2; t9 4. is partialsectional elevation. of a modified form of automatic control apparatus;and

Fig. 5 is a sectional elevation of a second modification of automaticcontrol apparatus.

In the drawings, and referring first to the form of my invention shownin Figs. 1, 2, and 3, A represents an internal combustion auto.- mobileengine of which A is the intake mani fold, A the exhaust outlet, and Athe radiator of the engine cooling system. Connected to the intake A isa carburetor B, and C represents a carburetor feed tank arranged tosupply fuel oil to the carburetor by gravity,in the usual manner. Drepresents the engine fuel oil reservoir or supply tank, and E is thethermal pump or device for feeding fuel from the tank D to the tank Gwhich ordi narily is arranged, as shown, at a level appreciably abovethat of the tank D. The device E, as shown, comprises a chamber 6, theupper end of which is above the top of the tank D while the lower end ofthe chamber a is below the bottom of the tank D. E and FF represent thebottom and top connections respectively from the tank D to the chamber6.

Passing axially through the chamber 0 is a conduit, comprising anenlarged chamber portion F preferably located as shown at, or below, thelevel of the bottom of the tank D. The portion of the central conduitbelow the chamber F is formed by a tubular boss E projecting upward fromthe bottom wall of the chamber 6 and having threaded on its upper end anannular member F which forms the bottom wall of the chamber F. The outerwall of the chamber F is formed by a cap member F in threaded engagementwith the periphery of the member F The upper portion of the centralconduit is formed by a pipe F secured to the top of the cap member F andconnecting the chamber F to the tank C through the top wall of which thepipe F opens. The oil enters the chamber F from the chamber (2 throughthe ports F, but baelefiow the F into the a prevented by an annularmember G located within the chamber F and forming a sort of check valvenormally closing the ports F.

The passage E extends through the bottom wall of the chamber 6 and opensat its lower end into the top of a small heating chamber E". As shownthe chamber E surrounded by a chamber B through which a suitable heatingfluid may be passed.

In the preferred construction illustrated the engine exhaust gases arepassed into the chamber E from the engine exhaust outlet A through theusual muflle L which has its outlet L connected to the chamber Krepresents an auxiliary heating device shown as an electrical heatingelement secured against the bottom wall of the chamber E.

\Vith the described arrangement the liquid level in the chamber 6 willbe the same as in the tank D, and the central conduit tends to fill withoil to the same level. \Vhen the chamber E is sufficiently heated someor all of the oil in the chamber is converted into vapor. This vaporpassing out of the chamber E enters the pipe F 1 and tends to force theoil contained in the latter into the carburetor feed tank C. Theexpulsion of the oil from the pipe F into the tank C results, of course,from a slight increase in the fluid pressure in the chamber F. Thispressure decreases as soon as the pipe F is cleared of oil and the vaporis permitted to pass freely into the tank C. On this reduction inpressure the check valve lifts and permits an influx of oil into thechamber F through the ports F to again fill the pipe F with oil to alevel approximating that of the oil level in the tank I) and chamber e,whereupon the subsequent generation of vapor causes the discharge of oilto be re peated. In practice, of oil and vapor into the tank 0 isintermittent or pulsating unless the rate at which heat is supplied tothe chamber E is great enough to provide for a practical continuousdischarge of vapor from the chamber 0. In such case the chamber IE willnormally contain little or no oil and will operate as a flash boiler,but in the normal contemplated mode of operation of the apparatus heatwill not be supplied to the chamber E rapidly enough to prevent thelatter from containing considerable oil at all times.

To equalize the vapor pressures in the upper portion of the tank C andthe chamber e, and to take care of excess oil or oil vapor passed intothe tank C, I provide a returnconnection H from the tank G to the top ofthe chamber e. As shown this return connection opens from the tank C atthe maximum height of liquid level which it is desired. to maintain inthe latter and advantageously contains a coil H which is adapted toserve as a condenser for-vapor entering the return connection from thetank C. As

therefore, the discharge shown, the return connection H is formed with aportion indicated at H which provides a liquid seal in the returnconnection H. A regulation of the heat supplied to the chamber E may beobtained in the construction shown in the drawings by means of a by-passL from the manifold L about the chamber E", and a valve or damper Mwhich may be adjusted to vary the portions of the exhaust gases leavingthe mufile L which pass through the chamber E and through the bypass Lrespectively.

Advantageously provisions are made for adjusting the damper Mautomatically in response to the temperature efiect produced. Theprovisions shown for this purpose in Fig. 1 comprise a thermostaticelement J connected into the pipe F 4 between the device E and tank C,and the lever and link connections J and J from the actuating element ofthe thermostat to the operating arm M of the valve M, the arrangementbeing such that the valve M will be turned to divert more or less of theengine exhaust gases away from the chamber E and into the bypass L accordingly as the temperature of the fluid flowing through the pipe F 4rises above or falls below a predetermined temperature.

In the apparatus shown in Figs. 1, 2, and 3, the electrical heatingelement K is primarily intended for use in supplying heat to the chamberE when the engine is not in opertion and the tank C does not containsuflicient oil to start the engine, or when it may be desirable to heatthe oil in the tank C preparatory to starting. 0 represents ahand switchfor connecting the heating coil K to the automobile lighting and enginestarting system or to any other suitable or available source of electriccurrent. Advantageously provisions are made for automaticallyinterrupting the supply of current to the coil E to prevent undesirableoverheating of this coil. The provisions shown for this purpose in Fig.1 comprise a second switch I connected to the link J 2 which thusoperates to open the energizing circuit for the heating element K whenthe temperature of the oil passing through the conduit F 4 exceeds apredetermined amount.

In lieu of regulating the heating of the chamber E in direct response tothe tem perature of the oil or vapor mixture, I may arrange toautomatically decrease the heat supplied to the chamber E" in responseto a predetermined increase in the vapor pres sure created in the feedsystem. For example, as shown in Fig. 4, I may connect the link J to thearmature or core Q of an electromagnet Q, and energize this magnet andthereby move the damper and switch actuating link J 2 upward wheneverthe vapor pressure in the tank C exceeds its predetermined value. Themeans for thus energizing th electromagnet Q shown in F ig.

4 comprises a bellows element It to the movable upper end of which issecured a switch member S which bridges the switch contacts S and thusconnects the electromagnet Q in series with a battery T, or other sourceof current, whenever a predetermined rise in pressure in the tank Coccurs.

In lieu of the forms of automatic control mechanism described, I mayregulate the sup ply of heat to the chamber E in direct response to theaccumulation of liquid in the tank C. One means for accomplishing thisresult is shown in Fig. 5 wherein a float U in the tank C has its stemconnected to the switch member S cooperating with switch contacts Scontrolling the energization of an electromagnet coil Q, for adjustingthe link J 2 as in Fig. 4c- As shown an expansible bellows element RA,which has its movable upper end connected to the stem of the float G,prevents the escape of vapor from the tank G through the hole in the topwall of the latter provided for the float stem without imposingappreciable frictional resistance on the movement of the float.Advantageously the thermal pump E including the chambers E and E andcoil heating element K and the pipe F are covered with heat insulationX.

WVhile the preferred mode of operation contemplated by me is one inwhich the fuel oil is passed to the engine carburetor as oil and not asvapor and the heating of the oil is primarily for the purpose ofvaporizing only enough of the oil to create the flow of oil through thepipe F required to keep the carburetor feed tank C filled to the desiredlevel, I may supply heat to the fuel feeding device in quantity largeenough to vaporize all the fuel supplied to the carburetor in normaloperation. This may be accomplished with the apparatus shown in Fig. 1by simply increasing the amount of heat supplied to the cham ber E, andclosing the valve C in the oil supply connection C leading from thebottom of the carburetor supply tank C to the carburetor B, so that theoil vapor supplied to the tank C through the pipe F will pass to thecarburetor B through the connection G lVith this mode of operation thesupply tank 0 and return connection H serve merely as an oil and vaporseparator. Regardless of whether the fuel oil is heated suflicient tovaporize all or any of the fuel entering the carburetor, or is merelyheated sutliciently to effect a pulsating feed of oil from the reservoirD into the tank 0, the heating of the oil tends to improve theefliciency of the engine and to facilitate starting of the engine whencold, and in some cases the use of my invention may make the enginepractically selfstarting in ordinary operation and permit theelimination of the automatic starting gear now ordinarily employed onautomobile engines.

While in accordance with the provisions of the statutes I haveillustrated and described the best forms of my present invention nowknown to me, it will be apparent to those skilled in the art thatchanges may be made in the form of my invention without departing fromthe spirit of my invention as set forth in the appended claims, and thatcertain features of my invention may sometimes be used to advantagewithout a corresponding use of other features.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent, is:

1. A fuel feeding system for an internal combustion engine comprising afuel oil reservoir, a feed line leading from the reservoir to the engineintake, means for utilizing the engine exhaust gases to heat a lowerportion of said feed line to vaporize fuel oil therein and therebycreate a flow of fuel through the line to the engine intake, and meansresponsive to the heating effect produced for bypassing the exhaustgases employed in heating said feed line.

2. A' fuel feeding system for an internal combustion engine comprising afuel oil reservoir, a feed line leading upwardly from the reservoir tothe engine intake, means for heating a lower portion of said feed lineto vaporize the fuel oil therein and thereby create a flow of fuelthrough the line to the engine intake, and means responsive to thetemperature of the oil flowing to the engine intake for regulating theheating effect imparted to the feed line.

8. A fuel feeding system for an internal combustion engine comprising acarburetor supply tank, a fuel oil reservoir located at a lower levelthan said tank, a feed line connecting said reservoir and tank, anoverflow return line to the reservoir from the tank connected to thelatter at a level somewhat below that of the top of the tank, carburetoroutlet connections from the tank opening from the latter above and belowthe normal liquid level therein, a valve for closing the connection fromthe bottom of the tank, and means for heating a lower portion of saidfeed line to vaporize fuel oil therein and thereby create a flow of fuelthrough the line from the reservoir to the tank.

4. A fuel feeding system for an internal combustion engine comprising acarburetor supply tank, a fuel oil reservoir located at a lower levelthan said tank, a feed line connecting said reservoir and tank, anoverflow return line to the reservoir from the tank connected to thelatter at a level somewhat below that of the top of the tank, a vaporsupply to the carburetor connection from the tank opening from thelatter above the normal liquid level therein, and means for heating alower portion of said feed line to vaporize fuel oil therein and therebycreate a flow of fuel through the line from the reservoir to the tank.

5. A fuel feeding system for an internal combustion engine comprising afuel oil 5 reservoir and feed line leading upwardly from the reservoirto the engine intake, means for heating a lower portion of said feedline includin a heating chamber, and means controlled y the temperatureof the fuel in said feed line for passing more or less of the engineexhaust gases through said chamber.

Signed at New York city, in the county of New York and State of New Yorkthis 1st day of February, A. D. 1922.

HARRY C. MALLORY.

